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Aviation History
1950
1950 - 0315.PDF
FLIGHT, 16 February 1950 209 radar controller will not only have their flight plans 'co- ordinated, but will have their progress continuously monitored for so long as they remain within radar cover. Although the new radar unit is essentially long-range in character and will, therefore, concentrate on aircraft flying outside the Metropolitan Control Zone, it will also work in direct contact with the G.C.A. installations at London Airport and Northolti By this means, when captains of incoming aircraft so desire, arrangements can be made for them to be handed on direct to G.C.A. control at inter- vals so spaced as to give the optimum attainable landing rate. It should be emphasized that London Radar is not a navigational guide and pilots are expected to navigate themselves without aid from the service. Nevertheless, when a captain so desires, radar guidance can be supplied ; for example, if a check on position is requiiedj it will be •given on request-—provided, of course, that the aircraft has been previously identified. It is to the benefit of every aircraft that, having entered the area of radar cover- age, it should at once apply for information control; thus, after it has been identified, it can proceed in co-ordination with the movements of other aircraft in the area. Avoiding Service Over and above the advantage given in regard to smoothing-out inequalities in landing rates and so forth, an important factor of safety is also involved. The very fact that virtually the whole of south-east England is sub- jected to continuous radar surveillance necessarily means that any extraneous aircraft such, for example, as Service and private types operating in the area, appear on the London Radar screens and, therefore, warning informa- tion can be given to any aircraft in communication with London Radar of the existence of other aircraft in the immediate vicinity and, if necessary, avoiding action directions can be issued. The value of such a service as this does not need emphasis. Another, but quite different, safety measure is also made available by the unit. The type of radar equipment used shows the position of areas of heavy precipitation. Pilots can, therefore, be warned of severe frontal weather and cumulo cloud areas, and can be given courses to fly that avoid them. The captain of an aircraft to be handed over to the control of London Radar will be advised by Air Traffic Control, Uxbridge, of the frequency to be used and will be given a specific time, place and /or height at which to change frequency- The frequencies on which the ser- vice will be* available are: 118.3, 119.1, 119.9. 123.5 126.18 mc/s. The 119.1 mc/s frequency is also used as a supplementary approach-control frequency at London Airport, and the two frequencies 123.5 and 126.18 mc/s will remain available only until July 1st, 1950. In addi- tion, frequencies of 118.1 and 122.1 mc/s may be used in emergency or at off-peak traffic periods at the discretion of Air Traffic Control. The whole efficiency of the service is, of course, dependent upon the quality of communica- tion between the unit and aircraft, and in this connection a high-quality V.H.F. R/T system has been installed, the reception qualities of which are said to rival those of the BBC. A V.H.F. cathode-ray direction-finder is used to assist in identification of individual aircraft. the Height indication is given by means of separate equipment. The R/T phraseology (the English language will be used in all R/T communication) employed by London Radar will vary according to differing circumstances, but the fol- lowing example is typical of the phraseology which will be adhered to as closely as possible: — Aircraft: "London Radar, this is Gemini George Able Fox Love Tare."* London Radar: "Gemini George Able Fox Love Tare, London Radar. Over.'' A/c: "London Radar, Gemini Love Tare abeam Manston, 8,000ft, heading 270 deg, IFR. Over." L.R.: " Gemini Love Tare, for identification turn left, heading 210 deg for one minute, then return to original heading. Advise. Over." Ajc: "Love Tare, heading 210 deg now." ' ••• [Pause.] "Love Tare, heading 270 deg. Over." L.R.: "Love Tare, you are identified. QDM 275 to Graves- end, 35 nautical miles. Over:", . Ale: "Roger." .: — * "" - " "V:"" L.R. [after giving London Airport weather in "Q" code— visibility, cloud-base, altimeter setting, surface wind, etc.]: "Runway 28, descend to 4,000ft and advise. Over." A/c: "Gemini Love Tare at 4,000ft, I require G.C.A.- Over." L.R. [if tiecessary] : "Turn right [or left], heading . . . deg. This is avoiding action. Over." Ajc: "Love Tare now heading . . . deg." • " " • L.R.: "Love Tare, turn left [or right], heading . . . deg. You are clear of traffic, 10 miles to Gravesend." A/c: "Gemini Love Tare over Gravesend." „ •_.-,_ L.R. : "Roger, continue homing to London." ' .-.;,;'-.-• Ajc: "Gemini Love Tare, now heading 290 deg." • L.R.: "Love Tare, you are now 23 nautical miles fromLondon, QDR no. Listen-out on this frequency for London G.C.A. director." * An airliner would identify itself by its registration letters, or trip number, prefixed by the company call sign e.g., " Beahne" for B.E.A. and " Speedbird " ior B.O.A.C).
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